Locomotive valve-gear.



W. S. BROWN.

LOGOMOTIVE VALVE GEAR.

APPLICATION FILED JAN.17, 1914.

1,1 10,288, Patented Sept. 8, 191% 2 SHEETS-SHEET 1- Q n 1 I K 1 Mg \9 ww, W

W. S, BROWN.

LOCOMOTIVE VALVE GEAR.

APPLICATION FILED JAN. 1?. 1914.

1, 1 10,288. Patented Sept. 8, 1914.

- I v ZSHEETS-STHBETZ. fi fir w Ti. ig Q N '0 l Q N393 g Q0 1 i n 3 w pg\l U: \9 Q n 1 N 5w Q B I un, UH e N In 1 M Q Q Q :3 I 1 :(b Elk 3 \H QI,\\ J I 11w 1 CO3 I WMMMM v -4/ y l Out/54k m N 1 ported at their rearends by the extension, 3. The usual connecting rod or WILLIAM SHERMANBROWN, OF KNOXVILLE, TENNESSEE.

IIOCOMOTIVE VALVE-GEAR.

Specification of Letters Patent.

Patented Sept. 8, 19] 4.

Application filed January 17, 1914. Serial No. 812,778.

To all whom it may concern Be it known that I, WILLIAM: SHERMAN Bnown,a-citizen of the United States, residing at Knoxville, in the county ofKnox and State of ennessee, have invented a new and useful Improvementin Locomotive Valve-Gears, of which the following is a specification,reference being bad to the accomlpanying drawing.

ll! y improvement relates particularly to mechanism for transmittinmotion from a steam locomotive drive w eel to the (istributing valvewhich admits steam to the cylinder.

The object of the improvement is to pr vide a construction which issimple, has its parts accessibly located, and avoids irregularity ofvalve action due to lost motion or pounding at the crank or due torising or lowering of the drive wheel relative to the locomotive frame.

This improvement is a modification of or analogous to the mechanismdescribed by my Letters Patent of the United States No. 1,033,532,granted July 23, 1912, and No. 1,076,406, granted October 21, 1913.

In the accompanying drawings Figure 1 is a side elevation, portionsbeing broken away, showing my improvement applied to one side of alocomotive; Fig. 2 is a plan of a portion of the mechanism shown by Fig.1; Fig. 3 is a section on the line, 3-3, of Fig. 2, looking toward theri ht; Fi 4 is a section on the line, 44, of toward the right; Fig. 5 isa plan of a bridge member on which the bell crank is supported and whichforms a guide for an- 1 other member Fig. 6 is a side elevation of themember s own by Fig. 5; Fig. 7 is a section on the line, 7-7, of Fig. 1,looking toward the left.

7 Referring to said drawings, 1, is-the usual valve stem extending'tothe dist-ributin valve (not shown). The usual horizonta parallelcross-head guide bars,.2, are su pitman, 4, is coupled to 4 the usualmain crank,"5, carriedby a drive wheel, D. On the main crank, 5, isrigidly mounted an auxiliar crank, 6, standin 90 degrees-forward o themain crank. 0 said auxiliary crank'is coupled one end of the auxiliarypitmanr'od, t, H

A bridge, B, is'locdtedabove', the frame,

Ifieans of bolts, 9.

ig. 2, ooking ide yo e A, and extends from the ordinary guideyoke, 8,and guide-yoke extension, 3, to the cross beam or plate, 10, and issecured to said guide-yoke and to said cross-beam by Said bridge is inthe form of a plate having its length horizontal and being turned tobring its long edges into an upright plane. At its rear end, the

bridge has a lateral extension, 11, resting against the cross-beam, 10,and receiving said bolts, 9. At its forward end the bridge has atransverse extension, 12, reaching to both sidesof the body of thebridge and resting against the guide yoke, 8, and the guide yokeextension, 3, and receiving said bolts, 9. The innermost of said boltsextends through the transverse extension, 12, and the guide yoke, 8,while the others of said bolts extend through the transverse extension,12, and through the guide yoke, 8, and the guide yoke extension, 3. Onthe outer portion of the transverse extension, 12, and integraltherewith is an ear, 13, which is directed rearward; and on the innerportion of said transverse extension is another ear, 14, also directedrearward and located horizontally opposite the ear, 13. Each of saidears has a bearing, 15, receiving the ends of a shaft, 16. On said shaftis a bell crank or rocking member, F, preferably rotatable on saidshaft, the latter being held immovably in its bearings. Said bell crankhas two approximately horizontal arms, 17, and a depending arm, 18. Thelatter arm is coupled to the valve-stem, 1. By rocking the bell crank,the valve stem is reciprocated.

An approximately upright transmission link, 19, has its up er end couled to the arms, 17 the link liieing forke to receive said rod and saidarms, as shown in the drawings. Said arms, 17, are also forked toreceive the upper ends of the transmission link, 19.

On the outer end of the wrist of the auxilia'ry crank, 6, outside of theauxiliary rod, 7, is an arm, 51, which extends across the. axial, lineof the driver and the driver axle. In said axial line, said arm has awrist, 52. Since said wrist is on said axial line, it rotates, insteadof traveling in an 'orbit,,when the drive wheel turns. Hence, for thepur pose of serving as a support, said wrist is stationary relative tothe driver, ust as would be the case if the driver axle were extended.Said wrist, 52, extends through the rear end of a horizontal supportingbar, 53, the forward end of which bar is hinged to the lower end of alink, 54, the upper end of which is hinged to a bracket, 55, whichbracket is secured to the ear, 13. The hinges at the upper and lowerends of the link, 54, are horizontal and transverse to the length of thelocomotive. The lower end of said link is forked to receive thesupporting bar and the bracket, 55, is forked to receive the upper endof said link. Rearward of the link, 54, is a link, 56, the lower end ofwhich is forked to receive the supporting bar, 53, and is hinged theretoby means of a horizontal bolt, 57, extending through said link and saidbar. The upper portion of said link rests fiatwise against the bridge,B. A guide bar, 58, is located at the opposite side of said link and hasits ends turned against the bridge and secured thereto by bolts, 59. Theupper portion of said link may move forward and backwardbetween thebridge and said guide bar, the bridge and said bar preventing side-wisemovement of said link.

On the upper end of the link 56, is a transverse bearing, 60, whichreceives a bolt or axle, 31. By rocking the link, 56, on its lower end,said bolt or axle, 31, is carried through a curved path or arecorresponding to the ath or are which is traversed bythe slide-b ock inthe gear of my above-mentioned Patent, No. 1,032,532. Because the link,56, is. thus rocked when thereversing I mechanism is actuated, said linkmay beregarded as a rocking member.

Opposite the inner side of the link, 56, is an approximately uprightfulcrum link, 30, having at its upper end a bearing, 62, through whichextends the bolt or axle, 31L" Said link, 30, is thus supported by saidaxle and the link, 56. The lower end of said link, 30, is coupled to theauxiliary pitman rod, 7, by means of a bolt, 32, extending horizontallyand transversely through said rod in the upright plane in which lies thebolt, 57, the location of said bolt, 32, bein taken when the auxiliarycrank is .on eit er the upper or the lower quarter. The bolt, 32, ispreferably at the same elevation as the bolt 57, which forms an axis forthe lower end of the link, 56. The bolt, 32, constitutes a fulcrum forthe auxiliary rod and the link, 30, is termed a fulcrum link because itsupports said fulcrum.

The forward end of an auxiliary reach rod, 33, is coupled to the bolt oraxle, 31, the reach rod being forked to extend to op osite sides of thebearings, 60 and 62,'the axlh, 31, extending through the arms of saidfork. The rear end of said auxiliary reach rod is coupled to an uprightarm, 34, which is rigid on the rock-shaft 35, which shaft is supportedin bearin 36. On said rock-shaft 15 an arm, 37,'t0 w 'ch is coupled-a.rod, 88,

1,11o,aas

which is in turn coupled to the ordinary reversing lever, 39, working ona sector or quadrant, 40.

In operation, the link, 56, is set to bring its upper end into anydesired position in its curved path, this being done by means of thereversing lever; and while said link is so set, the fulcrum link, 30,oscillates on the upper end of said link, 56, (on the axle, 31,) duringeach reciprocation of the auxiliary pitman rod, the axis of the bolt,32, moving in an arc in which lies the axis to which the path of theupper end of the link, 56, or the axle, 31, is concentric. And, as aboveindicated, the distance between the wrist of the auxihary crank, 6, andthe bolt, 32, is such as to bring the axis of said bolt into the axis ofthe arc path of the upper end of the link,

56, when said auxiliary crank is on the upper or the lower quarter, atwhich time the main crank is on either the front or the rear quarter. InFig. l the main crank is shown on the rear quarter, the auxiliary crankbeing on the top quarter. During each such reciprocation, said auxiliarypitman nod rocks bodily with the axis of the bolt, 32, as a fulcrum.This involves the rising and fallin of the forward end of said auxiliaryrd, and durin such movement of said end of said rod, tie transmissionlink, 19, is forced up and down and such movement of said link causesthe rocking of the bell crank, F, which causes the reciprocation of thevalve stem, 1.

Under normal conditions, the relation of the auxiliary crank, auxiliarypitman rod, the link, 19, the bell crank, and the valve stem remainsunchanged and there is uniformit of operation of the bell crank and theva ve stem, even if it be assumed that the curved path or arc traversedby the upper end of the fulcrum link, 30, during reversal, remains atthe same elevation, as is the case when the support for said end of saidlink, 30, is supported entirely from the locomotive frame, A. Butwhenever by jolting or swaying or runnin on track curves, the relativeelevation of t e driver and the frame, A, is changed, the relationbetween the auxiliary rod and the transmission link, 19, on the onehand, to the bell crank and the valve stem, on the other hand, ischanged. If, for exam Ie, the driver is lowered, the rear end of t 1eauxiliary rod takes a lower position, and the forward end of said rodand the link, 19, takes a higher position, whereby the paths of thevalve stem and the valve are moved rearward from the normal; and if thedriver rises relative to the frame, A, the rear end of the auxiliary rodis lifted and its forward end and the link, 19, are lowered, whereby theaths of the valve\ stem and the valve are ifted forward from the normal.This is due to the fact that, while the reversing lever is set in anygiven bar is shifted in the same direction and position the th of theauxiliary rod faicrum (the ho t, 32 does not change elevation and theorbit path of the rear end of is raise one-half an inch. The rising ofthe s s-mus the auxilia rod changes elevation. This may be an erstood byassumi that the auxiliary rod is detached from tie locomotive and ispivoted on a fixed horizontal bolt occupying the position of the bolt,32, and that'the rod is. brought into the horizontal position and thatits rear or long end is then moved up and down e ual distances above andbelow a horizontal ine cutting the fulcrum bolt. Such movement willcause the movement of the forward or short end .of said rod thro h equaldistances above and below said horizontal line. But, if the path of therear end of said rod be changed so that its middle is below saidhorizontal line then the path of the forward or short end of said rodwill be proportionally above said horizontal line.

By means of my improvement, the elevation of the auxiliary rod fulcrumis variedproportionally to the variation of elevation of the driverrelative to the frame, A. In other words, the arc in which the auxiliaryrod fulcrum; reciprocates when the reversing lever has been set in achosen osition, is raised and lowered o ortiona y to the rising andfalling of t 1e river relative to the frame, A.

This is accomplished by supporting said fulcrum on the supporti bar, 53,and allowing the rear end of said bar to take the up and down movementsof the driver. The wrist, 52, on the arm, 51, as already described, isthe axial line of the driver and. is, therefore, without orbitalmovement relative to said axial line and only moves simultaneously withand in the same paths as said axial line. Said wrist supports the rearend of said bar.

Hence said end of said bar moves up and down with the driverirrespective of the movements of the frame, A. The forward end of thesupporting bar may be regarded, for the resent, as hinged to a fixed suport on the rame, such hinge being at the lower end of the link, 54, thehin e at the upper end of said link, 5, being, or the resent, ignored.Hence, during chan s in t e relative elevation of the driver, t e rearend of the supporting bar rises or falls, relative to the frame, whilethe forward end of said supporting bar remains stationary relative tothe frame. And when the orbital path of the rear end of the auxiliaryrod, is raised or lowered, the rear end of the supporting equally fanIt, for example, the orbital path of the auxiliary rod is raisedone-half an inch the rear end of the supportin bar rear end of thesupporting bar ca sees the lifting of the portion of said bar wh hsupports the link, is, and said link supports the fulcrum link, 80,which supports the fulcrum (the bolt 82), and consequently said fulcrumis lifted in unison with the portion of the su porting bar whichsupports the link, 56. e distance between the bolt, 57, and the lowerend of the link, 54, being the same as the distance between the bol .32,and the lower end of the transmission ink, 19, it follows that rising orfalling of the bolts, 57, and the fulcrum bolt, 32, are equal. When theelevation of the driver relative to the frame, A, is changed, theelevation f the auxiliar rod fulcrum (the bolt 32) is proportions lychanged in the same direction, so that the elevation of the path of theforward end of the auxiliary rod remains unchanged.

The essential point is to avoid allowing the relative rising or fallingof the driver 5 to cause the rise or fall of the forward end of theauxiliary rod. This is accomplished by providing for the turning of theauxiliary rod on the hinge whereby said rod is secured to thetransmission link. During 9 the rising and falling of the drive wheel,the supportin baralso turns on the hinge by which its orward end issecured. Said hinge is substantially in alinement with the hinge bywhich the forward end of the auxiliary rod is joined to the transmissionlink, and the supporting bar and the aux iliary rod are of substantiallythe same length, and the axis of the bolt, 57, by which the lower end ofthe link, 56, is coupled to 1 the supporting bar and the axis of thebolt, 32, by which the lower end of the fulcrum link, 30, is coupled tothe auxiliary rod are at equal distances from the hinge line at theforward ends of the supporting bar and the auxiliaryrod. Hence, if thelower end of the transmission link does not move up or down and thefulcrum link is free to move up and down and the driver is movedup ordown, the supporting link, 56, and the ful- 1 crum link will move up ordown simultaneously and through the same distance. By supporting thefulcrum link entirely on the supporting link, the fulcrum link is madeto go up and down, through the proper 1 range to allow the auxiliary rodto turn on the lower end of the transmission link during the relative upand down movements of the drive wheel. I

The hinge by which the link, 56, and the 1 bracket, 55, are aimed, isordinarily at rest; for it is inten ed that the axial line on which thebar, 53, and the wrist, 52, are joined is to be ordinarily the rest. Ifsuch axial line is at rest. then the bar. 53, is at 1 rest and there isno reason for movement of the link, 5, on its upper hinge. But whenthere is lost motion on the driver axle that will cause endwiseinovementof the bar. 53, according to the derangement of the driver 1 plished bythe aid of suitable notches (not shown) on the reversing lever sector.When said lever is on the center,.the valve motion is reduced to theextent of the lead.

I claim as my invention:

1. In a locomotive valve gear, the combination of reversing mechanism, avalve stem, a reciprocatory transmission member in operative relationwith said valve stem, a rod having its rear end at the outside of thedrive wheel and having an orbital path concentric to the drive wheelaxis and being coupled to said transmission member, and a fulcrum membercoupled tosaid rod, and a supporting member for said fulcrum memher,said supporting member being in operative relation with said reversingmechanism for forward and rearward movement and with the drive wheel forup and down movement relative to the locomotive frame, substantially asdescribed.

2. In a locomotive valve gear, the combination of reversing mechanism,an auxilia crank, an auxiliary rod coupled to sai crank, an aproximately upright transmission link having its lower end coupled to theauxiliary rod and having its upper end in operative relation with thedistributing valve, a fulcrum link having its lower end coupled to saidauxiliary rod, and means for supporting-said fulcrum link at its upperend, said supporting means being in operative relation with saidreversingmeohanism for forward and rearward movement and with the drivewheel for up and down movement relative to the locomotiveframe,substantially as described.

3. In a locomotive valve gear, the combination of reversing mechanism,an auxiliary crank, an auxiliary rod cou led to said crank, an aproximately upright fulcrum link coupled y its lower end to the auxiliaryrod between the ends of the latter and having its upper end coupled tosaid reversing mechanism, an approximatelyjupriglit transmission linkhaving its lower end coupled to the forward end of the auxiliary rod andhaving its upper end in operative relation with the bell-crank, andmeans for supporting said fulcrum link atits upper end, said supportingmeans being in operative relation with said reversing mechanism forforward and rearward movement and with the drive wheel for up and downmovement anon frame, substan- 'bination of reversing mechanism, anauxiliary crank, an auxiliary rod coupled to said crank, an approximateupright fulcrum link coupled by its lower end to the auxiliary rodbetween the ends of the latter and having its upper end coupled to saidreversing mechanism, an approximately upright transmission link havingits lower end coupled to the forward end of the auxiliary rod and havingits upper end in operative relation with the bell-crank, a supportingbar having one end supported on the axis line of the driver and havingits other end supported by the locomotive frame, and means sup-v portedby said supporting bar and supporting said fulcrum link and being inoperative relation with the reversing mechanism, substantially asdescribed.

5. In a locomotive valve gear, the combination of reversing mechanism,an auxiliary crank, auxiliary rod coupled to said crank, anapproximately upright fulcrum link coupled b its lower end to theauxiliary rod between t e ends of the latter and having its upper endcoupled to said reversing mechanism, an approximately upright-transmission link having its lower end coupled to upright rocking membersupporting said fu crum link and being in operative relation with adriver for up and down movement proportional to the relative upmovements of the driver, substantially as described.

6. In a locomotive valve gear, the combination of reversing mechanism,an auxiliary crank, an auxiliary rod coupled to said crank, anapproximately upright fulcrum link coupled by its lower end to theaum'liary rod between the ends of the latter and having its upper endcoupled to said reversing mechanism, an approximately uprighttransmission link having its lower end coupled to the forward end of theauxiliary rod and having its u per end in operative relation with thebel -crank,.a"su rting bar :having one end supported on 51%axial line ofthe driver and having its other end supported by the locomotive frame,and a rocking member supported by said supporting bar and supportingsaid fulcrum link and being in. operative relation." with thereversing'mechanism, substantially as. de-

scribed.

7. In a locomotive valve gear, the combination of a bell-crank, a valvestem in operative relation with the bell-crank, reversing mechanism, anauxiliary crank, an auxiliary rod coupled to said crank, anapproximately upright fulcrum link coupled by its lower end to theauxiliary rod, between the ends of the latter and having. its upper endcoupled to said reversing mechanism, an approximatelyuprighttransmission link having its lower end coupled to the forward endof the auxiliary rod and having its upper end in operative relation withthe bell-crank, and means for supporting said fulcrum link at its upperend, said supporting means being in operative relation with saidreversing mechanism for forward and rearward movement and with the drivewheel for up and down movement relative to the locomotive frame,substantially as described.

8. In a locomotive valve gear, the combination of a bell-crank, a valvestem in operative relation with the bell crank, reversing mechanism, anauxiliary crank, an auxiliary rod coupled to said crank, anapproximately upright fulcrum link coupled by its lower end 0 theauxiliary rod between the ends of the latter and having its upper end,coupled to said reversing mechanism, an approximately uprighttransmission link having its lower end coupled to the forward end of theauxiliary rod and having its upper end in operative relation with thebell-crank, a supportin bar havin .one end supportedorn the axial ine ofthe river and having its other end supported by the locomotive. frame,and means supported by said supporting bar and supporting said fulcrumlinkand being in operative-relation with the reversing mechanism,substantially as described.

9. In a locomotive valve ear, the'com bination of abell-crank, a. va vestem in operative relation with the bell-crank, reversing mechanism, anauxiliary crank, an auxiliary rod. coupled to said crank,anapproximateiy upright fulcrum link coupled by its lower end tothcauxiliary rod between the ends of the latter and having its upper endcoupled to said reversing mechanism, an approximately uprighttransmission link having its lower end coupled to the forward end of theauxiliary rod and having its upper end in operative relation with thebell-crank, and an approximatel upright rocking member supporting'saidfulcrum link and being in operative relation with the driver for up anddown movement proportional to the relative u and down movements of thedriver, su antially as described. i

10.- ][n a locomotive valve gear, the combination of a bell-crank, avalve stem in operative relation with the bell-crank, reversingmechanism, an auxiliary crank, an auxiliary rod coupled to said crank,an approximately upright fulcrum link coupled by its lower end to theauxiliary rod between the ends of the latter and having its upper endcoupled to said reversing mechanism, an

approximately upright transmission link.

havin' its lower end coupled to the forward end 0 the auxiliary rod andhaying its u per end in operative relation with the bellcrank, asupporting bar having one end supported on the axial line of the driverand having its other end supported by the loco-- motive frame arid arocking member sup ported by sai supporting bar and supporting saidfulcrum link and being in operative relation with the reversingmechanism, substantially as described.

11. In a locomotive valve gear, the com bination of reversing mechanism,an auxiliary crank, a wrist supported by the auxiliary crank on theaxial line of the driver, an auxiliary rod coupled to said crank, an aproximately upright fulcrum link coupled y its lower en to the auxiliaryrodbetween the ends of the latter and having itsupper endcoupled to saidreversing mechanism, an approximately upright transmission link havingits lower end coupled to the forward end of the auxiliary rod andhaving. its 11 per end in operative relation with the distributingvalve, and means for so porting said fulcrum link at its upper en saidsupporting means being in operative reiation with said reversingmechanism for for ward and rearward movement and with said wrist for upand down movement relative approximately upright fulcrum link coupled byits lower end ofthe auxiliary rod between the ends of the latter andhaving its upper end coupled to said reversing mechanism, anapproximately upright transmis sion link havin its lower end coupled'totheforward end 0 the auxiliary rod and having its upper end in operativerelation with the distributing valve, a supporting bar having one endsupported by said-wrist and having its other end supported by thelocomotive frame and means supported by said supporting bar forsupporting said fulcrum link and being in operative relation with thereversing mechanism, substantially as described.

13. In a locomotive valve gear, the combination of reversing mechanism,an auxiliary crank, a wrist supported by the auxiliary crank in theaxial line of the driver, an auxiliary rod cou led to said wrist, anapproximately uprig t fulcrum link coupled by its lower end to theauxiliary rod tween the ends of the latter and havin the approximatelyupright trensrnission ink having its lower end coupled to the for-wordend oi: the euxilicry rod and having itsju perlend-tin operativerelation with the distributing valve, on approximately upright scribed.

14. in n locomotive velve gear, the combinetion of reversing. mechanism,on anvil.

iery crank, at wrist supported by said crenl inthe axisl line of thedriver, an auxiliary rod coupled to said crank, on approximately uprightfulcrum link oou led by its lower end tothe'euxiliury rod etvveen theends oi 'due letter and having its upper'end couled' to "seid reversinmechanism on e proximately upvi ht transmission linlz: hav- "1-! ing.its lower end coupled to the forward end-of the auxiliary rod end havingits upper 'endin operative relation with the distrihuting valve,e-supporting her having one end supported lay ssid Wrist and having itsother end supported; by the locomotive commend-e roclnng memhersuppertedby solid-supporting her; end supporting said :Eulotum link endheinginoperative relation with the reversing mechunism, substantially us desribed.

15.. in e locomotive vnlve geer,the combination of reversing mechanism,on eumliery creulz, en euniliury rod coupled to send 'crenk, anepproetely upright fulcrum coupled by its lowered end to the auxilizivyrod between the ends of the letter and halving its upper end coupled tosaid re we mechanism, on approximately upright transmission hnk hsv'mgits lovvei end coupled to the forward end oi the envrod end having itsupper end in operative relation with the distributing valve, asupporting her having one end sup period on the axial line of thedriver. and

having its other and supported by the locomotive frame to petendwisermovement unseen and to" preventliteral movement relative.

to the locomotive ih'ume, and means suppoi'ted Toy suid'supporting herand supporting suid fulcrum link and being in operative relation withthe reversing mechanism, substuntielly as described.

16. En a locomotive velve gear, the combination of reversing mechanism,an auxiliary crenlr, en euxiliery rod coupled to said crank, anapproximately upright transmission link having its lower end coupled tothe auxiliary rod having its upper end in operetive relation with thedistributing valve, e fulcrum link having its lower end coupled to saidauxiliary rod, a supporting her having one end supported on the axialline of the driver and having its other end supported by the locomotiveframe, and means supporting a link coupled to the other end oi said her,and a bracket coupled to said link and to the locomotive frame,suhstentiellly es described.

ll'. In a locomotive valve gene, the combinotion of reversing mechanism,an auxiliary ei-sink, an auxiliary rod, coupled to said crank, anapproximately upright transmission link having its lower end coupled tothe forward end of the auxiliary rod end having its upper endinoperative relation with the valve stem, means applied to the auxiliaryrod and traveling therewith end forming e fulcrum for said rod, andmeans for holding said fulcrum means en one path, and means in oeretiverelation with the drive Wheel for c enging the elevation of saidholding means proportionally to changes in elevation oi the drive Wheel,whereby the elevation of said are path corre ondingly changed,suhstentielly es descri ed.

In testimony whereof I have signed my name, in presence of twowitnesses, this th day oi" Jenuury, in the your one thousand ninehundred and fourteen.

WILLIAM SHERMN BROWN.

Witnesses:

Crepe Kenn,

Rev A. JonNsToN

